Hydroaeroplane.



GL H. CURTISS.

HYDROAEROPLANE. APPLICATION FILED SEPT. I6, 1913. v

1,170,965. Patented Feb. 8, 1916.

3 SHEETS-SHEET 2.

e. H. CURTISS.

HYDROAEROPLANE.

APPLIC'ATION FILED SEPT. I6. |913.

Patented Feb. 8, 1916.

3 SHEETS-SHEET 3.

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GLENN H. CURTISS, 0F HAMMONDSIORT, NEW YORK, ASSIGNOR T0 THE CURTISS MOTOR COMPANY, 0F HAMMONDSPORT, NEW YORK,

YORK.

A. CORPORATION OF NEW HYDROAEROPLANE.

Specification of Letters Patent.

Fatented Feb. 8,1916.

Application filed September 16, 1913. Serial No. 790,050.

To all whom it may concern:

Be it known that I, GLENN H. CURTISS, a citizen of the United States, residing at Hammondsport, yin the county of Steuben and State of New York, have invented certain new and useful Improvements in Hy- -droaeroplanes, of which the following is a specification.

My invention relates to hydroaeroplanes of what is now commonly known as the flying boat type.

It has for its'objects the improvement of the hardihood, eiiciency, accessibility and portability ofhydroaeroplanes of this type, but Ait will be apparent upon a full understanding of my invention that the same may be used in whole or in part in connection with hydroaeroplanes of many other types.

In the accompanying drawings I show two embodiments of my invention, both of them in the flying boat which I have developed and which is the subject of applicatio-ns for patents already filed.

Of the drawings Figure 1 is a side elevation, Fig. 2 is a plan and Fig. 3 a front elevation of one form of my invention, Fig. 4 is a front elevation 'of the other form of my invention, and Figs. 5 and 7. and G and 8 respectively cross sections of the prow of the boat taken on lines 5 5 and 6-6 of Fig. 1.

The boat structure of the machine is designated 10. The prow 11 is the portion of greatest section and buoyancy, and the stern 12 is the portion of less buoyancy. The boat tapers gradually to the tail 13 where the rudder 14 is-carried in a manner well understood. Thetop of the boat is completely covered by water tight planking with the exception of the cockpit 15 in which are located the operators and passengersseats and the various controls. The forward end of this .cockpit however is covered by a dash board 16. This boat is divided transversely of its length into water-tight compartments, as is usual. In a transverse plane including the step 25, however, there are provided two water-tight bulkheads, b1 and b2, and the boat is divided into two separable sections in the plane between these two bulkheads. These sections abut each other closely, as "clearly indicated in Fig. 1, and are bound together by any suitable means, such for instance as the metallicystrap, s. The two sections are interconnectedy by the aerial supporting surfaces which are mounted upon them. Aerial supporting surfaces 17 and 18 are mounted transversely of the boat 10 near the prowv thereof. Mounted in the central longitudinal vertical plane of the boat 10 and above the body thereof is a base 19 which supports the driving motor 20 and its appurtenances, such for instance as the fuel tank 21k and radiator 22. The craft is shown provided with the usual Curtiss controls.

The prow of the boat at the point 23 where it first strikes the water in alighting thereon is of the section shown in Fig. 5. It will be noted that the bottom is substantially flat. It may be slightly concaved if desired as shown in Fig. 7. At points 2li however, aft of the point 23, there is oommenced a V or diamond shaped form of the bottom as shown in Fig. 6, and this gradually increases as clearly indicated in Fig. 1 until it reaches a point beneath the aeroplane supporting surfaces 17 and 18and finally terminates at the step 25. This V shaped bottom may be given the form of a truly convex bottom as Shown in Fig. 8 if so desired, the convexity gradually increasing from its point of inception to a maximum at or near the step 25. From the step 25 to the tail the bottom is flat, though it may be diamond shaped or convex if desired. From the step '25 extends rearwardly a limited distance a centrally located keel,V

piece 7c, which, as shown, is apertured in its middle portions to secure lightness. This keel piece may extend all the way to the end of the boat 13 but preferably is of the tapering shape shown, and terminates short of the end of the boat. At the point where the keel piece joins the V shaped bottom 24, is provided a metallic shoe e having a central depending and rounded heel portion h.' This shoe may either bemade in two separable parts, the one attached to one section of the boat and the other to the other section, or it may be made in one piece secured' commonly to both sections and fastening the same together.

Extending directly between the point 23 of irst impact end of the elevated motor base 19 is a post bralce 26. This brace at its lower end is seated directly upon the longitudinally extending bottom beam 27, or else bears upon the longitudinally extending ofthe prow and the front bottom plankllo ing through a suitably' disposed transverse beam 28. At its upper end, post brace 26 1s socketed at the central point of a triangular bracket 29 one arm of which bears upon one side of the engine base 19 (see Figs. 2 and 3), and the other arm of which bears upon the other Iside of the base 19. Thus it will be observed brace 26 lies in the Central longitudinal vertical plane of the craft and does not obstruct the vision of either of the passengers on the centrally located double seat 30. The dash 16 which covers the forward portion of the cockpit 15 is hinged at its Vfront end to the deck :covering 32 of prow 11 and is cut away at 38 to accommodate the brace 26. On its under side it is provided with transversely eXtending reinforcing 'slats 34.

The aerial supporting surfaces 17-18 are positioned just behind the cockpit 15. Portions of the surface 17 lying on either side of the engine 2O (see Fig. 2), and extending from the rear of the cockpit 15 aft to the after deck of the boat 10, are heavily reinforced by ribs of suitable strength seated upon the boat structure, and a strong flooring above the ribs. These portions of the surface 17 are designated t and t1 and constitute platforms, as well as stub wings which form an admirable means for the support of the surface 17, owing to their builtin construction with respect to the body. The reinforcement may be secured in any other desired manner. The after-deck of the boat 10 just in the rear of the platforms t, t1, and below and to the rear of the propeller, is covered .with canvas or other friction surfacing.

In operation, in entering the boat by way of the prow, the dash 16 is folded back over the prow to the dotted line position. Thereupon the operator may step upon the dash 16 and over the prow to a seat in the cockpit, the dash 16 being returned to its normal position after stepping into the cockpit. The dash 16 in its folded back position protects the forward planking from lheavy treading. During starting of the motor 20 by throw of the propeller, the operator may stand upon the canvas-covered deck d without danger of slipping. On decks not provided with friction surfacing of this character, starting the motor is very difficult. This is particularly true when the boat is in mid-stream and somewhat unsteady when the occupants move about. The motor may be inspected at any time from positions upon the platform surfaces t, t1. have the same shape and are in the same plane as other portions of the surface 17.

In running upon the water or in flying, the vision of neither passenger is obstructed by the centrallyl located post brace 26, nor are entrance and eXit by Way of the prow. 1n alighting upon the water, and when the These waves of rough water beat up under the prow, the inertia of the heavy motor 20 upon the impact of the prow of the boat with the water, is completely taken up and annulled directly by the post brace 26 which is of goodly proportions and which extends at an angle approximating normal and directly to the Hat surface of impact at the point 23. Collapse of the superstructure toward the prow of the boat, and excessive strain upon the guy wires which bind the superstructure rearwardly is impossible. The effect of the flat bottom surface at the point 23 is to veer the craft sharply up, thus bringing it quickly to a substantially horizontal position wherein it skims upon the surface of the water as a hydroplane. This is particularly advantageous in landing at more or less sharp angles, but not without advantage even where the landing is made as should be in a substantially horizontal position. With the flat bottom at 4point 23, the head resistance is minimum for a maX- imum upward veering force, and so small in fact that all tendency to turn turtle due to the dragging or plowing in of the prow is eliminated. `When the boat is pointed up to or above its horizontal position, it is supported principally upon the V-shaped or conveXed bottom surface 24, which surface gives a very high hydroplane speed. Moreover, this surface breaks the force of the waves by dividing them when the boat is skimming. When the landing is horizontally made, the convex bottom likewise eliminates the shock when the bottom strikes the water.

In landing, the boat is run up upon a platform leading from the shore into the water, and having run upon this platform, the boat may be freely manipulated by sliding or turning it upon the metallic lshoe e. This shoe being of metal, it slides easily and without undue wear, and the boat may be turned upon the rounded heel la as upon a pivot. This shoe and the straps s may be removed at will, whereupon `the sections of the boat may be separated from each other and separately packed for transportation. As these boats are sometimes twenty-ve-or thirty feet in length, and are expected in the future to be of mu'ch greater length, this feature in the construction is of considerable importance.

The modification of the prow construction shown in F ig. 4; differs from the construction of Figs. 1 to 3 in the provision of two post braces 26 instead of one, one of said braces being located on one side and one on the other of the longitudinal 'vertical plane. The upper ends of the Ibraces are socketed at their upper ends directly against the sides of the engine base 19, and at their lower directly upon the side planking of the boat.. Theymay be extended all the Way to 13a the bottom of the boat if desired. This construction is Subj ect to the disadvantage that both vision ahead and entrance and exit are obstructed in certain directions.

The usual fixed tail surface S is provided supported pivotally at its rear end but adjustable vertically at its -forward end on a supporting post p which is structurally' embedded within and projects vertically. from the tail 12 of the boat. A plurality of bolt holes Z are provided in the post, and a bolt securing the surface S is passed through one or the other of these holes in order to adjust the angle of the surface.

While I have described the best form of my invention now known to me I desire to have it understood that my inventionis capable of many other embodiments at the hands of those skilled in the art without def parting in anywise from its generic spirit, and it is to be understood that I desire to cover all such embodiments in the annexed claims.

lVhat I claim is:

,1. A hydroaeroplane comprising a boat structure having a `horizontally disposed, broad, upwardly inclined landing prow, an aerial supporting surface arranged transversely of said boat structure near the prow thereof, a base adapted to support a body of relatively large mass in elevated position above the body of said boat structure and in the rear of the prow thereof, a brace interconnecting directly the front end of said base and the said prow of the boat structure, and a cockpit provided with a seat for an operator located in said .boat structure below said brace.

2. A hydroaeroplane comprising a boat structure having a broad, laterally extended, upwardly inclined landing prow including transversely extending bottom beams, an aerial supporting surface arranged transversely of said boat structure near the prow thereof, a base adapted to support a body of relatively large mass in elevated position above the body of ysaid boat structure, and in the rear of the prow thereof, and a post brace extending directly between said elevated base and the transverse beams of said upwardly inclined prow at a point aft of the frontal portion thereof.

3. A hydroaeroplane comprising an aerial supporting surface, a boat structure arranged longitudinally beneath said surface and provided with a prow inclined sharply upwardly, a cockpit in. said boat structure provided with seats for two passengers arranged side by side one on each side of the longitudinal vertical plane. of the craft, a motor of relatively heavy mass mounted in an elevated, position above the body of the boat but in the said plane, and a post brace also lying in said plane and extending directly between said elevated motor and the said inclined prow, whereby-the vision ahead of neither passenger is obstructed.

4. A hydro-aeroplane comprising a boat structure, aerial vsupporting surfaces arranged transversely of said boat structure,

and astern 4of the prow thereof, a cockpitin the bow of said boat having a seat for the operator therein, a water delecting dash covering the forward portion of said cockpit and hinged at its forward end to be folded back over the prow of the boat, whereby the operator may enter and leave the boat over the prow.

5. A hydroaeroplane comprising a boat structure, aerial supporting surfaces arranged transversely of said boat structure, and astern of the prow thereof, a cockpit on the bow of said boat having a seat for an operator therein, covering the forward portion of said cock pit and hinged at its forward end to be folded back over the prow of the boat, whereby the operator may enter and leave the boat over the' prow, together with reinforcing means on the under side of said folding dash, whereby the same may be stepped upon without damage.

G. A hydroplane boat, the main hydroplaning surface of which at its rear end has a convex cross section, and the section of which from `the rear end forward is of gradually decreasing convexity, and which at the bow is upwardly inclined to form a broad, laterally extended surface adapted to distribute the shock of impact upon contact with the water.

7. A hydroplane boat, the main hydroplaning surface of which at its after end is convex, and which from its after end forward decreases in convexity gradually, which at its forward end is upwardly inclined to form a broad, laterally extended prow adapted to distribute the shock of impact with the -water, and which at its extreme frontal portion terminates in an approximately plane surface.

8. A hydroaeroplane comprising a boat structure having an upwardly inclined, flat bottomed landing prow, and aerial supporting surfacesarranged transversely of said boat structurey near the prow thereof, the said bo-at having a convex bottom aft of the flat bottom of said prow, the convexity of said bottom gra-dually increasing from its point of inception at said flat bottom portion of the prow to a maximum beneath the said aerial supporting surfaces. i

9. A hydroaeroplane comprising a'boat structure having an upwardly inclined, flat bottomed landing prow, and aerial supporting surfaces arranged transversely of said boat structure near the prow thereof, the said boat having a convex bottom aft of the flat bottom of said prow, the convexity of said bottom gradually increasing from its .a water deflecting dashv gunwales of said point of inception at said flat bottom portion of the prow to a maximum beneath the said aerial supporting surfaces, together with an elevated base above the body of said boat and adapted to support a body of lrelatively heavy mass, and a post brace extending directly between said base and the flat bottom portion of said prow.

10. A hydroplane boat having a stepped bottom, and divided transversely of its length at the step into two separable watertight sections, the rear wall of the front section being in vertical extension of the rear wall of the step whereby the ordinary bracing for the step augments the strength of the joint between theseparable sections.

11. A hydroaeroplane, comprising a boat divided transversely of its-length into two separable water-tight sections, and aerial supporting surfaces arranged transversely of said boat and secured to each of said sections, and a step formed on one of said sections for projection beyond the other of said sections.

12. A hydroplane boat comprising a main body having a bottom the front and rear portions of which make a salient angle with each other, and a projecting pivotal shoe at the apex of said angle upon which the boat body may be turned horizontally as upon a pivot.

13. A hydroplane boat divided transversely of its length into two portions, and a keel shoe secured to each of said portions and serving the double purpose of an interconnecting means and a pivot upon which the boat may be turned in the horizontal plane.

14. In an aeroplane, comprising the usual aerial supporting surfaces, steering devices connected therewith, and propelling means therefor including a motor, and platforms on either side of said gnotor of the same surface shape and in the same plane as said supporting surfaces, but of sufficient strength to support the Weight of an operator when standing thereon.

15. In an aeroplane, comprising the usual aerial supporting surfaces, steering devices connected therewith, propelling means therefor including a motor, a boat structure beneath said supporting surfaces adapted to float the machine on water, and platforms of sufficient strength to support the Weight of an operator, arranged one on each side of said motor and supported directly from the boat structure.

16. A hydroaeroplane including an elongated boat structure, aerial supporting surfaces arranged upon the boat structure, a vertically disposed, longitudinally extending tail iin, a vertical post embedded in the plane of said fin as a structural element thereof, a horizontally disposed supporting surface arranged in a plane intersecting said tail iin, and means for adjustably relating said horizontally disposed supporting surface to said vertical fin post.

17. A hydroaeroplane comprising a body formed of separable sections, watertight bulkheads connecting the sections, and an extension provided along one end of one of the sections to cause the bottom thereof to overlap the bottom of the other section when said sections are connected.

18. A hydroaeroplane including a body formed of separable sections, watertight bulkheads abutting when said sections are connected, means for joining the sections, and aerial supporting surfaces carried by both sections, one of said sections having its bottom extended beyond the bottom limit of the other section to provide a step at the point of connection.

19. In a hydroaeroplane, aerial supporting surfaces, a boat structure, and stub wings forming a composite part of said boat structure for the attachment of said surfaces thereto. f

20. In a hydroaeroplane, aerial supporting surfaces, a boat structure, stub wings built into the boat to project laterally therefrom for the attachment of said supporting surfaces thereto, and means decking said stub wings over for use as platforms.

21. In a hydroaeroplane, aerial supporting surfaces, a boat structure, a driving moctr, planked platform surfaces adapted to support the weight of an inspectorof said motor and shaped to conform to the sectional outline of said supporting surfaces for attachment of the latter thereto, and means building said platform surfaces compositely into said boat structure.

A hydroaeroplane including an elongated boat structure, aerial supporting surfaces therefor, a vertically disposed and longitudinal tail fin, a stabilizer surface, and a post supporting said stabilizer surface and embedded within the plane of said iin.

In testimony whereof I affix my signature in presence of two witnesses.

GLENN H. CURTISS. Witnesses G. R. HALL, H. C. GENUNG. 

